Skip to main content

Full text of "Wind-tunnel investigation of a rectangular NACA 2212 airfoil with semispan ailerons and with nonperforated, balanced double split flaps for use as aerodynamic brakes"

See other formats


ARE No. L'^BIT 



NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 



^^V 



WARTIME REPORT 



ORIGINALLY ISSUED 

April I9U5 as 
Advance Eestricted Report L5iBlT 



WIED-TUHMEL IHVESTIGATION OF A RECTARGCLAR 
NACA 2212 AIRFOIL WITH SEMISPAN ATT i KR OIfS AHD WITH 
NOKPERFOEATED, BALANCED DOUBLE SPLIT FLAPS 
FOR USE AS AEROIOAMIC BRAKES 
By Thomas A. Toll and Margaret F. Ivey 



LaiJgley Memorial Aeronautical Laboratory 
Langley Field, Ya. 



NACA 



WASHINGTON 

NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of 
advance research results to an authorized group requiring them for the war effort. They were pre- 
viously held under a security status but are now unclassified. Some of these reports were not tech- 
nically edited. All have been reproduced without change in order to expedite general distribution. 



56 



DOCUMENTS DEPARTMENT 



Digitized by tine Internet Arcliive 

in 2011 with funding from 

University of Florida, George A. Smathers Libraries with support from LYRASIS and the Sloan Foundation 



http://www.archive.org/details/windtunnelinvestOOIa 



3 6./^/^/^/ 



NACA ARR No. L5B17 

NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 



ADVANCE RESTRICTED REPORT 



WIND-TUNNEL INVESTIGATION OP A RECTANGULAR 
NACA 2212 AIRFOIL WITH SHvIISPAN AILERONS AND WITH 
NONPERPORATSD, BALANCED DOUBLE SPLIT FLAPS 
FOR USE A3 AERODYNMttC BRAIyES 
By Thomas A. Toll and Margaret F. Ivey 

SUMMARY 



Tests have been made in the Langley 7- "by 10-foot 
tunnel to determine the applicability of nonperf orated, 
balanced double solit flaps for use as aerodynamic brakes. 
Information was desired on the braking power of the flaps 
as well as on the effectiveness and the stability of a 
conventional trai ling-edge aileron located immediately 
behind the flaps. 

A rectangular 10- by 60-inch wing model of NACA 2212 
airfoil section was used for the tests. Results were 
obtained for flat-plate flaps with no wing cut-outs and 
for flaps having Clark Y sections with cut-outs made in 
the wing to simulate the space left open by the deflected 
flaps. The flap deflections, the chordv/ise location, 
and the gaps between the flaps and the airfoil contour 
were varied over wide ranges in order to determine the 
optimum configuration. In addition to the force tests, 
an investigation v/as made to determine any buffeting 
tendencies of the aileron. Silk tufts and a flexible 
torque rod were used for these tests. 

The drag was only slightly lower for the model having 
airfoil-section flaps and wing cut-outs than for the model 
having flat-plate flaps and no cut-outs in the wing; for 
both arrangements the drag was higher than that obtained 
in previous tests of an NACA 25012 airfoil with full-span, 
0.20-airfoil-chord, perforated double split flaps. The 
aileron effectiveness was low in either case, except when 
the flap gaps were equal to about 20 percent of the wing 
chord and when the noses of the flaps \Nere at least 
80 percent of the chord from the leading edge of the wing. 



FACA ARR No. L5B17 



Although the entire Txodel shov.'ed some tendency to 
shake, tufts ir.'.dicated thai: the air flow over the aileron 
generally v^as sriooth. Tests of the aileron attached to 
a flexible torque rod indicated almost no tendency for 
the aileron to shake; hov/ever, wlien the flap gaps v;ere 
15 percent of the v;ing chord or less, the aileron acted 
as thougAi it were overbalanced and usually tended to 
float against the stops for either positive or negative 
deflections. 



INTRODUCTION 



The -oresent investigation was made "because certain 
unpublished data had indicated that satisfactory drag 
and lateral control characteristics had been obtained on 
an airplane v/lth balanced double split flaps mounted 
ahead of a conventional aileron. Tests of balanced single 
split flaps on the lower surface of a wing had previously 
been made by the NACa (reference 1), and certain flap 
locations were found at which the aileron was as effec- 
tive vifith flap deflected as v/lth flap retracted. Tests 
of perforated double split flaps having no gaps between 
the flaps and the airfoil contoiir (references 2 to 5) 
shov/ecl that such flaps produced desirable lift, drag, and 
pitchlng-moment characteristics for use as dive brakes 
and that the drag increment increased as the flaps were 
moved forward on the wing. The tests reported in refer- 
ence 2, hovfever, showed that ahaost no effectiveness 
could be expected from an aileron located behind these 
flaps . 

The present tests were made with a model configura- 
tion similar to that of references 2 and l^. but having 
two flaps, similar to the flap of reference 1, s;^nrimetri- 
cally dlsDOsed above and below the wing. It was desired 
to deterjnine if there were any flap locations at which 
sufficient lateral control as well as satisfactory drag 
characteristics could be obtained slnultaneouslv. 



APPARATUS AWD TESTS 
Llodsl 



The wing model was built of mahogany to the NAGA 2212 
profile. The model was of rectangular plan form; the span 



::x.CA hRR No. L5B17 ■ 5 

was 60 inches and the chord, 10 inches. Semlspan ailerons 
having chords equal to I8 . 5 percent of the v/ing chord 
(0.185c) were provided. The ailerons were not halanced 
and had small gaps at their leading edges. 

Tv>;o sets of flaps v^ere used with the model. Both 
sets were full span, were nonperf orated, and had chords 
of 2 Inches. One set vv'as made of flat steel plate 

-^ — in. thick) and had rounded leading edges. Each flap 

16 / 

of this set v/as attached to the wing by eight fittings 
along the span. The fittings were adjustable to allow 
variations of flap deflections, chordwise locations, and 
gaps between the flaps and the wing. The wing had no 
cut-outs to simulate the space left by the flaps when 
deflected. Photographs of the model mounted in the 
tunnel are given as figures 1 and 2. The second set of 
flaps was constructed of steel plate and wood to the 
Clark Y section (fig. 3)- Cut-outs in the wing were made 
to simulate the space left by the flaps when deflected. 
Each flap was attached to the wing by six fittings, which 
rested on narrow bridges left across the wing cut-outs. 

The dimensions of the model and the flap locations 
and deflections tested are given in figures I), and 5- 



Tests 

The dynamic pressure maintained for all tests was 
16.37 pounds per square foot, which corresponds to a 
velocity of about 80 miles per hour under standard sea- 
level conditions and to a test Reynolds number of 609,000 
based on the chord of the model wing (10 in.). The effec- 
tive Reynolds number, based on a turbulence factor of 1.6 
for the Langley 7- t)y 10-foot tunnel, was about 975 > 000* 

The tests consisted principally of the determination 
of the lift, drag, and pltching-moment characteristics 
of the model with the ailerons neutral and of the rolling- 
and yawing-moment characteristics of the model with the 
right aileron at various fixed deflections. A few tests 
were made to determine the aileron hinge-moment coeffi- 
cients and to investigate the flow cond.itions in the 
vicinity of the aileron. 



k NACA ARR No. L^Bl? 



Tests of the model with no wing' cut-outs and with 
flat-plate flaps were made wdth the flaps at a nur,"ber of 
chordv/lse locations, gaps, and deflections. Only a few 
configurations of the model with airfoil- section flaps 
and with wing cut-outs were tested. These tests were 
made principally to check the validity of the assumption 
that the wing cut-outs and the flap section would have 
little effect on the results when the flaps are at high 
deflections. 



RESLTLTS AND DISCUSSION 
Sytribols 

In the presentation of the results, the following 
symbols are used: 

Cj^ lift coefficient (L/qS) 
^D 



drag coefficient (D/qS) 

chlng-moinent coef f i ci 
chord point of airfoil 



'^-'mn/'' nitchlng-moinent coefficient about quarter- 



qs 



p 



C]^ aileron hinge-moment coefficient vH/qbaCg. ) 

C^,' rolling-m.oment coefficient (h/lSb) 

C^' yav/ing-mom.ent coefficient (N'/qSb) 

vifhere 

L lift 

D drag 

H aileron hinge m.oment 

^c/li. pitching moment about quarter- chord point of 

airfoil. 

L' rolling moment about wind ai-cis in plane of 

syinmetry of model 



NACA ARR No, L5B17 



N' yawing moment about wind axis in plane of 
symmetry of model 

q dynamic pressure of free air stream (- — j 

p density 

V velocity 

c wing chord 

Cg^ aileron chord 

3 wing area 

"b wing span 

bg^ span of aileron 

a angle of attack 

5a aileron deflection 

5^ upper-surface split-flap deflection measui^ed 
from wing chord line 

5fT lower-surface split-flap deflection measured 
from wing chord line 

Gap is defined as the distance, measured perpen- 
dicular to the wing chord line^ between the true airfoil 
contour and the portion of the flap nearest the airfoil 
contour. (See figs. I4. and 5«) 

Chordwise location is defined as the distance, 
measured parallel to the wing chord line, between the 
wing leading edge and the tangent - perpendicular to the 
wing chord line - to the -oortion of the flap nearest the 
airfoil contour. (See figs. i\. and 5») 

Aileron effectiveness is defined as the increment 
of rolling-moment coefficient betv/een curves corresponding 
to two fixed aileron deflections. 



Corrections 

No corrections were applied for the effects of 
support-strut interference. The standard jet-boundary 



I^IACA ARR No. L5317 



corrections 5 which vvere applied to all the force- test 
data, are; 

Aa = 5|cl 57-3 



-^Cd = 5|cl2 

where Aa is In degrees, 5 Is the let-boundary 
correction factor, and C is the cross-sectional area 
of the jet (69.59 sq ft). A value of S = 0,112 for the 
closed-throat wind tunnel v^as used in correcting the 
results. No corrections were applied to the pitching-, 
yawing-, rolling-, or hinge-moment coefficients; these 
corrections are all small "because of the relatively small 
size of the model. 



'#ing without Flaps 

Tests were made of the model without flaps in order 
to provide a basis upon v\/hlch to compar^e the tests of 
the model with flaps. The results of these tests are 
given in figures 6 to 3 . The almost linear variation of 
lift coefficient with angle of attack (fig. 6), the 
large and almost constant increment of rolling -raomient 
coefficient between aileron deflections of ±20^ (fig. ?)> 
and the approximately constant negative slope of the 
hinge -moment curves (fig. 8) should be noted. 



Wing with Plat-Plate .Flaps 

The model was tested with two symnetrlcally located 
flat-plate flaps at a number of chordwlse locations, gaps, 
and deflections. The results of the tests are given in 
figures CI to 20. The effect of flap deflection (flaps 
located at 0.80c and v/ith O.O^c gaps) is given in figure 9 
A comparison of this figure with figure 6 indicates that, 
at zero angle of attack. Increments of drag coefficient 
of 0,232 and O.J468 are produced by the flaps when 
deflected 30° ^-^d 60'^ , respectively. Comparable values 
of the drag increment caused by full- span, 0,20c, 
perforated double split flaps at the same chordwlse 



KACA ARR No. L5B17 7 



location on an NACA 25012 airfoil (fig. 5 of reference 2) 
are . lli_ and 0.35 • The irregularities in the curves 
of Cl against a for the model with flaps deflected 
(fig. 9) 3-^e of interest. The effectiveness of the 
ailerons is very low - at times, even negative - for this 
configuration (fig. 10). 

V/hen the flaps are deflected 30'^.' the irregularities 
in the curve of C^ against a are less pronounced when 

the gaps are 0.10c (fig. 11) than when the gaps are 0.05c 
(fig. 9)- The aileron effectiveness is greater when the 
gaps are 0.10c (fig. 12) than when the gaps are 0.05c 
(fig. 10). Increasing the flap deflection to 60'^ results 
in large irregularities in the curves of C^ against a 

(fig. 13) as well as in reductions in the lift- curve 
slopes, particularly when the flaps are located far for- 
ward. The aileron effectiveness (fig. 1I4-) is generally 
louver and more irregular when flaps are deflected 60'-' 
than when flaps are deflected 30° (fig- 12). Tests were 
made with aileron deflections of ±10° as well as 0° 
and ±20° for the condition of the flaps located at 0.80c 
(fig. lii.(c)), in order to determine if greater effective- 
ness might be obtained at the smaller aileron deflections, 
The effectiveness seems to increase aLnost linearly with 
deflection for low angles of attack but is about the same 
for 5a = ilO° as for 5a = ±20° at high angles of 
attack . 

The characteristics of the model with the flaps 
deflected 60° and v;ith gaps of 0.15c are given in fig- 
ures 15 and 16. The irregularities in the lift curves 
increase in magnitude as the flaps are moved forward 
(fig. 15). The aileron effectiveness decreases as the 
flaps are moved forward (fig. 16). 

With the flaps located at 0.80c and with gaps 
of 0.20c, tests were made with the flaps deflected 60° , 
90'^, and 120° (figs. 1? and I8 ) . The lift curves for 
the conditions of flaps deflected 60° and 120° are char- 
acterized by flat regions near zero angle of attack 
(fig. 17 ) » V.'hen the flaps were deflected 90°> ^^ irregu- 
larity occurred, which v/as similar to those noted previ- 
ously. The maximum values of the lift- curve slopes for 
these conditions are only about one-half the value of 
the lift- curve slope for the model vi'ithout flaps 
(fig, 6). The aileron effectiveness is relatively high 



8 NACA ARR NOo L^Bl? 

(about 80 percent of the effectiveness when no flaps are 
attached) and does not seem to be appreciably affected 
by the flap deflection (fig. I8 ) , 

Tests were made with flap chordwise locations 
of 0.90c, gaps of 0.20c, and deflections of 60° and 120°. 
The results are given in figures IQ and 20. The condition 
of flaps deflected 60° seems to be the most favorable of 
all the configurations that have been discussed. The lift 
curve (fig. 19) is almost linear and the value of its 
slope for angles of attack greater than 2° is about 
80 percent of the value of the lift- curve slope of the 
model without flaps (fig. 6). The ailerons are as 
effective as when no flaps are attached. 

Tests were m.ade with one flap located at 0.80c, 
with a 0.10c gap, and with a deflection of 60° (figs. 21 
and 22). For the negative angle-of -attack range with 
the flap placed below the airfoil and for the positive 
angle-of -attack range with the flap placed above the 
airfoil, the effectiveness of the aileron for ±20° 
deflection Is about the same as the effectiveness when 
no flaps are attached. When the flap is below the 
airfoil, the effectiveness of the aileron deflected 20° 
decreases as the angle of attack is increased above -2° 
(fig. 22(a)). Vifhen the flap is above the airfoil, the 
effectiveness of the aileron deflected -20° decreases as 
the angle of attack is decreased below -2° (fig. 22(b)). 



Wing with Airfoil-Section Flaps 

The results of tests of the model with Clark Y 
airfoil-section flaps are given in figures 25 to 37- 
The lift, drag, and pitching -moment characteristics of 
the model with flaps deflected 30° and at chordwise 
locations of O.oOc and O.7OC are given in figure 23(a) 
for flap gaps of 0.05c and in figure 23(b) for flap gaps 
of 0.10c. A comparison of the curves for the 0.70c 
location of figure 23(b) with the corresponding curves 
of figure 11 reveals that the airfoil-section flaps and 
wing cut-outs result in slight decreases in the drag 
coefficients. A similar- effect through most of the 
angle-of -attack range may be noted by comparing figures 27, 
29, and 31 with figures I5 , 15* and I7 , respectively. 
Part of the reduction in drag coefficient is probably a 
result of the fact that fewer fittings were used to 
attach the airfoil-section flaps to the wing than were 



lCa ^liR No. L5B17 



used to attach the flat-plate flaps to the wing. The 
aileron effectiveness generally is slightly higher for 
the model having airfoil-section flaps and wing cut-outs 
than for the model having flat-plate flaps and no cut-outs 
in the wing; this fact can be noted by comparing figures 28, 
30, and 32 with figures li|(a) and ll4-(b), l6(b) and l6(c)., 
and 18(a), respectively. 

The vari.ation of the rolling-moment coefficient with 
aileron deflection v/as determined for the model with the 
flaps located at 0.70c and -with gaps of 0.15c and 0.20c 
(fig;. 35)' At an angle of attack of 0^ the rolling- 
moment coefficient varied almost linearly with aileron 
deflection, but at an angle of attack of 12.1° the 
variation with negative deflections was irregular v;hen 
the gaps were 0.15c. 

Aileron hinge m.oments were measured for a number of 
model configurations and are presented in figures 3^ 
and 35' When the flap gaps were 0.15c or less, the 
aileron seemed to be overbalanced and usually tended to 
float against the stops for either positive or negative 
deflections. With the flaps located at 0.70c or at O.SOc, 
the overbalance was eliminated by Increasing the gaps 
to 0.20c. At an angle of attack of 0° and at small 
aileron deflections, the slope dCii/ddo^ was still 

considerably less negative, however, than when no flaps 
.v/ere attached to the model (fig. 8). 

Because the model had a tendency to shake when the 
flaps v;er:ecdef lected 60° or more, an investigation was 
made to determine if this shake were accompanied by abuff eting 
tendency of the aileron. No such tendency was noted when 
the aileron v^'as restrained only by the flexible torque 
rod used for the hinge-moment measurements. The investi- 
gation was extended by observing silk tufts mounted from 
masts attached to the aileron at its midspan, midchord 
location. The directions and the stability of the various 
tufts are indicated in figure 3^ for several model 
configurations. The tufts on and near the surfaces of 
the aileron Virere almost invariably smooth and were pointed 
in the downstream direction. Aileron buffeting therefore 
does not seem to be a serious problem for an airplane 
with balanced double split flaps. 

A summary of the effects of gap and of chordwise 
location of the two seta of flaps (each set at deflec- 
tions of 60*^) on the aileron effectiveness relative to 



10 NACA ARR No. L^Bl? 



that of the plain wing and on the drsig coefficients is 
presented In figure 37' The aileron effectiveness 
increases as the gaps are Increased and as the flaps are 
moved rearvi/ard. The drag increases as the gaps are 
increased and as the flaps are moved forward. The varia- 
tion in drag is probably caused by the increased depth 
of the wake as the flaps are moved forward while constant 
gaps are maintained between the flaps and the surfaces 
of the wing and also by the higher local velocities 
occurring at the forward portions of the wing. Refer- 
ence 5 shov^ed that the increment of drag caused by perfo- 
rated double split flaps was more than doubled when the 
flaps were moved from, the wing trailing edge to the 
0.50c location. From the results of the tests reported 
herein, however, the OoOc location would be expected to 
result in little or no effectiveness of ailerons located 
back of the flaps, even though the gaps were large. 
Because the reduction in drag as the flaps are moved 
rearv/ard of the 0.60c location is not very great and 
because the rearward flap locations result in improve- 
ments in the other wing and aileron characteristics, it 
seems desirable to locate balanced double split flaps at 
about O.SOc or farther rearward. Gaps of about 0,20c are 
necessary to obtain satisfactory wing lift, aileron- 
effectiveness, and aileron hinge-moment characteristics. 



CONCLUSIONS 



Prom the results of tests of full-span, nonperfo"*- 
rated, balanced split flaps on a rectangular NACA 2212 
airfoil, the following conclusions may be drawn: 

1. The effectiveness of a conventional aileron 
behind balanced double split flaps was generally low but 
increased as the flaps were moved rearward and as the 
gaps between the flaps and the airfoil surfaces were 
increased, 

2. The drag of the model increased as the flaps were 
moved forward tind as the flap gaps v/ere increased. 

3. There was usually an irregularity in the curve 
of lift coefficient against angle of attack for the 
model with balanced double split flaps deflected. The 
magnitude of the irregularity increased as the flaps 



NACA ARR No. L5317 11 

were moved forward, as the flap gaps were decreased, and 
as the flap deflections approached 90°. 

i|. The slope of the curve of lift coefficient 
against angle of attack generally decreased as the flaps 
were moved forward and as the flap gaps were increased. 

5. An aileron back of a balanced single split flap 
with a small flap gap may be as effective through a 
large part of the angle-of -attack range as an aileron on 
a wing having no flaps . 

6. The effectiveness of the aileron on the model 
having airfoil-section flaps and wing cut-outs was 
generally slightly higher than the effectiveness of the 
aileron on the model having flat-plate flaps and no wing 
cut-outs . 

7. The drag of the model having airfoil-section 
flaps and wing cut-outs was generally slightly lower 
than the drag of the model having flat-plate flaps and 
no wing cut-outs . 

3. Although the model with balanced- double split 
flaps showed some tendency to shake, the aileron was 
usually steady and the air flow was smooth on and near 
the surface of the aileron. 

9. Plain ailerons back of balanced double split 
flaps acted as though they were highly overbalanced when 
the flap gaps were I5 percent of the wing chord or less. 

10. From a consideration of lift, drag, aileron- 
effectiveness, and aileron hinge-moment characteristics, 
a satisfactory practical configuration probably could- be 
obtained with balanced double split flaps located at 
80 percent of the wing chord and with flap gaps of 
20 percent of the v/ing chord. 

11. The drag of this model was higher than the drag 
of an WACA 23012 airfoil with full-span, .20-airf oil- 
clio^rd, perforated double split flaps at the --sam&-ohor-d- ' 
wise location. 

Langley Memorial Aeronautical Laboratory 

National Advisory Committee for Aeronautics 
Langley Field, Va . 



12 NACA ARR No. L5317 

REFERENCES 



1. RogallOj, P. M., and Lowry, John G,; Wind-Tunnel 

Investigation of a Plain Aileron and a Balanced 
Aileron on a Tapered Wing with Pull-Soan Duplex 
Flaps. NACA ARR, July 19i;2 . 

2. Purser, Paul E. , and Turner, Thomas R.; Wind-Tunnel 

Investigation of Perforated Split Flaps for Use as 
Dive Brakes on a Rectangular NACA 23012 Airfoil. 
NACA ACR, July 191^. 

3- Purser, Paul E., and Turner, Thomas R.: i/Vind-Tunnel 
Investigation of Perforated Split Flaps for Use as 
Dive Brakes on a Tapered NACA 23012 Airfoil. 
NACA ARR, Nov. I9I1I . 

]+. Purser, Paul E., and Turner, Thomas R.: Aerodynamic 

Characteristics and Flap Loads of Perforated Double 
Split Flaps on a Rectangular NACA 23OI2 Airfoil. 
NACA ARR, Jan. 19l|3 . 

5. Blenkush, Philip G., Hermes, Raymond F., and Landis, 
Merle A.: Effect of Dive Brakes on Airfoil and 
Airplane Characteristics, Jour. Aero. Scl . , 
vol. 11, no. 5, July l^kh, PP • 25JJ.-260. 



NACA ARR No. L5B17 



Fig. 




r-l 



I 



Si 

< be 

< O -H U 

to C •■• 
^J ft c o 

n3 cd 3 ifi 



73 «« 
bo 

C v> 
«3 -w 
*J ^ 
o (X 
0) CD 

o ^ 
C 3 
•H o 
I T3 
O 

>> o 

-Q C 

cd 

I .-1 

O td 
•-^^ 

o u, 

o 

<D Ij 

> 



Ij cd 
dj a 
+3 m 

S-i I 

Cd rH 

3 -H 

cr 3 

I <M 

EH S 

I rH 

• -H 
■-H O 

(U U 
U .^ 

3 cd 
bo 



o 

<i-i o 
O 00 

■-H P. 

td 
>> bo 

I v> 

<D O 
■-H O 
bo to 

C • 
cd o 

o) cd 
c *> 

•H cd 

o 

x) o 

C T3 

3 C 
o cd 

o 

■a o 

o 

-c -a 

O (U 

+3 

MO* 
-H <U t3 

O ,H <U 
tM <n +3 

ti OJ O 
•^ Td <D 

cd •-^ 

•p p. <D 

C Id -d 

CD .H 

6-1 C 
J-i O 

0) d) Ij 

p. +3 OJ 

1 cd -H 
O M -H 

c\J a cd 



NACA ARR No. L5B17 



Fiff. 2 




CO 

i-H 

03 



I 



bo 

-H 



lO 



+J o 



u 

z o 
t. CO c: •- 
.H td 3 

bD <t-j 

c 

n3 ♦J O 
+3 -^ O ^n 
cj ■-( tM O 
<D P. I 
fcj to O « 
I— I D. 

--H >, bo 
C XJ ^ 

1 O I -tJ 
O -O D- -H 
^O S 

>5 0) <U O 

X2 CJ rH O 

C bD ^D 

I td a • 
o -H (d o 
r-t cd J 

a 0) n3 

+3 t3 *J t3 

o td -w cd 

5 O t3 O 

> 03 c -a 
C o 

o e 
c o 

13 O 
C O 

cd ^ 13 

03 P, O 03 
CQ 
I 



+3 
C 

o 



c 
(d 



+3 CQ -P 

Jj I f-H O . 

Cd fH -H 0) X) 

3 -H O iH 03 

O" 3 ti-i <►-< i-J 

ti 03 O 

•H T3 03 

cd M 

to <M 

+J P. 03 

c td X) 

03 >H 

O <*-• C 

U O 

03 03 



03 
03 jC 

EH S 



. -H 
CVJ O 



<«-l P, +J 03 



I td .H 
O i-l -H 

3 (d c\3 P. cd 
bo 



03 S-' 

u 



NACA ARR No. L5B1? 



Fig. 3 



iv^ 



w 




CM 




.-H 


t3 


CVJ 





M 


f' 




<d 


< 


o 


CJ tn 


o 


< o 


■-\ 


•z. 




to 


t3 


u p. 


C 


cd n3 


(d 


^ cH 




3 "t-iO 


bo 


o 


C iJ 


tD 


Cfi -H 




♦J M 


XI 


O CI. 


0) 


Q) m 


+3 


tr 


o 


<u 


<u 


^ M 


nH . 


o ^ 


'►^ T3 


C 3 


0) (U 


-^ O 


T3 *i 


1 -a 


O 


O 


(Q (U 


«3 -O 


ft-H 


0) 


td <n 


>5 O 


>H dJ 


^ G 


<M -d 


cd 




1 M 


C C 


O cd 


o o 


<-<^ 


•H U 




■P (D 


0) ^ 


O M 


xi Id 


0) ^ 


+3 QJ 


to cd 


♦J 


1 


<H Cd r-l -H> 


O (j 


■^ Xi 


o 


O bo 


5 <M 


V, .H 


<u u 


t. J-. 


-^ 0) 


-H 


> (X< •• 


C 


O 


u o 


o 


td c 


• .— 1 


(D 


T3 • 


l^ ^ 


U O 


G 


O 


tj (d J:: <-« 


0) P, 


o o 


■!-> to 




U 1 


•H OQ 


cd >H 


•-< P- 


3 ^ 


o cd 


cr 3 


Vi bo 


1 tM 


^ 


(U 


■H x: 


<U £ 


cd -tJ 


U, ♦J 


•H 


x: -H 


-^ & 


E-H S 


c 




(U o 


1 .-1 


O o 


• -H 


J-, JN 


CO O 


0) • 


tn 


0.0 


O ^ 


I 


u -^ 


O 4J 


3 cd 


w (d 


taj 





NACA ARR NO. L5B17 



Fig. 4a,b,c 



X 



Semispan aileron 






^ 



'Hinge axis 
■ P/ar?e of symmetry 






b. 



30" 



(a) Plan form of wing. 




Gofi 



(b) Typical ■seciion. y^ Flat plate (^' thick) 



0.05c 
.lOc 
.15c 
.20c 



0.60c 



60 
60 






NATIONAL ADVISORY 
COMMITTEE FOR AERONAUTICS. 



O.70C 



30 and €0 
60 



0.80 c 



30 and 60 
30 end 60 

60 
60,90,omim 



0.90 c 



60 
eoandizo 



(c) Flap deflections for various chordtvise localions and gaps. 

Figure /- Dimensions and flap configurations of tiie model 
wi'fh bolonced douh/e split flaps having flat- 
plote sections. Winq airfoil sect/on, N/iC/l ^212 . 



Fig. 5a,b,c 



NACA ARR No. L5B17 



4- 



5emispan aileron 



% 



Hinge axis 



■^ 



_L_ 



Wiiig cut-out 
Plane of symmetry 



*4 



^Bridges for mounting fiap-^* 5 



-#■ 



II 
o 



|=5(?' 



(a) Plan form of wing. 



c^lO" 



Chordwise 
location 



M- 



Wing cuf-ouf 



(b) Typical section 




Clark Y section 



Ctiordwise 
jpcotiof) 
Gap 



0.05c 
.fOc 
.15c 
.ZOc 



NATIONAL ADVISORY 



0.60c 



30 and 60 
•50 and 60 
60 



fll ~ ^fl COMMITTEE FM AEROHAUTICS 



0.70c 



30 and 60 
30 and 60 

60 

60 



0.80c 



eo 

60 



(c) Flap deflections for varJous chordivise locahons and gaps. 

Figure 6- D /mens ions anal r/op configurations orttie model 
m'ft) ho/anceaf ctouS/e spf/r naps having C la r i< Y sections. 
Wing airfoil section, i\/AC/i ZZiZ. 



NACA ARR NO. L5B17 



Fig. 6 



I35c\- 



> % 




c ^ 


/ 


5 o 




^ 













-./ 


^8 





BO 



16 






le 



8 



^ 4 
V 






-4 



-8 



■18 




































































































— /~v 


— G 


, 


VI? 


\ 




Q^ 


-O 


— C 




o- 


-o 


— -i 


p— 


^ 


-HlJ 




"^ 


~<l) 


^^ 






















































































































































































































Q 




































1 


' 


































/ 


































^ 


/ 
































r 


/ 
































.f^ 


/ 
































^ 


^1-1 






























rr 


/^ 










f^ 






















(Y 


> 












^ 


■S 


















Y" 


A-' 














I 
















/-» 


y^ 
































r/ 


/^ 




















} 






D 






[y 


yj 




















A 


)S 








> 


r4 


















^ 


-^ 


) 








^ 


f^^ 


■o\ 


^ 








-^ 


^ 


r 














G 










-^ 


— r 


-o 








CO 


NATI 
MMITT 


9NAL 
£E FOI 


ADVI 
t AIM 


SOWY 
HAUT 


CS 



w 



04 f 



B LO 







-6 -^ -2 2 .4 £ 
Lift coefficient, Q 
F/yuf^e GrLiff^c/rG^.o/K/ p/fch/n^-momenf character/sf/c3 
of the mCA ZZ/2 w/ng model //o f/aps; S^j 0", . 



Fig. 7 



NACA ARR No. L5B17 



J85cy 



Q- 






i 






c§ 




-8-4 4 8 la 
Angle of affack, a, deg 
f/^ure l.-Rollingf-and yaw/n^-mo/nenf choracferisHcb of 
the r/^hf semi span a I Zero/) on the A/AC Pi ZZJZ w'm^ 
moc/e/. A/o f/aps. 



NACA ARR NO. L5B17 



Fig. 8 



^J85c\^ 




X 

fdegj 

V -4. 

o 

A 4. 

D Q 

X IZ 





2 

.1 



-1 

-2 

-.3 


■ 






























^ 


J 






























>■ 

s 


t 
































' 


^ 


\ 
























s^ 






1 


^ 


^ 






















8 








^ 


f^ 


L 






























% 


H 


















1 














^ 












NATIONAL ADVISORY 
COMMITTEE FM AERONAUTICS 














































- 


^1 










^ 




















^^ 


S>- 


k 






^ 






















f 


^.^ 






























t 


ra 






























V 





-30 -ZO -10 10 ZO 30 
filler on deflect /on, 6q, deg 
floured.- H/nge-nnomeni- charocMr/sHcs of the n^hi 
semi 3 pan aJ/eron on fJie NACAZZIZ w/ny moc/el. 
AIo f/opQ. 



Fig. 9 



NACA ARR No. L5B17 







Q) 


b 


^^ 


<o 


C5 


^ 


i^ 


1^ 


1 


Q; 




coeffici 



1. 05c k>°"d6f^ 
(dec/) 
o 30 
60 




-4 -.2 .2 4 
Ltff coefficient , Cj_ 
F/^ureQrUff, cfray^an^ p/fchin^-morr?enf characf eristics 
offhe NACA 2.Z/2 w/Jiy model equipped with balanced 
double split f/ops having f /of -plate secfions- Chordwise 
Id cat 10 IT), adOc-^^aps , 0. 05c ; Sq , 0°, 



NACA ARR NO. L5B17 



Fig. 10a 






o 
C: 

5^ 



cS 




Sf = 30" 

l.05c 



02 














1 






(^ 


)^ 


















,^ 


^, 














(dcg) 
-zo 

g 
















01 


. 


r 


F^ 


t~-L 


^ 


k 






















— 


^ 


J 




V 


^ 


r 





















^~c 


r 


P 


r"^ 


V\ 


V\ 


p-i 


yL 


^ 


I>- 




^ 














\ 




\i 










J^^ 










01 








V 


M" 


h-r 


»■ ■ Y^ — ^ 


p>— . 


■^--, 


b^ 


2s— 


4r— 


S^ 


4f 






















\% 


p— { 


rp 


rH 


J- 












02 
















\ 




Z 


u 


























































































































































































































































































P 


f=4 


^ 


>=* 


v-e 


u 


y 


^jH^ 


t 


t= 


^ 


^ 


^ 












— H 


3 Iq 


f—^ 








— 




^ 5 


a : 




a! 










































































COMH 


ITTEE 


*L A 

FM t 


JVISO 
FBONl 


«Y 
UTICS 







A -ZO 

O 

eo 



5 s^ 

.0/ ^ ^ 

5; 







-.01 






-12 



-8-4 4 8 18 16 20 
Angle of attack ,<x, deq 

/T^ure /O.- f?o///ng-onc/yawin^-rr)omeni- charad-er/sHcs of ihe 
n^hf d em I span o/kron on the /VACA ZZ/Z viing model 
equipped w/fh balanced double spill f/aps haying f/af-p/ofe 
decHons. Cbordwise locaf/o/7, OSOc-, gaps , 0.05c. 



Fig. 10b 



NACA ARR No. L5B17 



^ 






.oe 



.01 











.0£ 



^ 




-8-4 4 8 IB 
Angle of of lack , a, deg 

f/^ure lOrConcludea/. 



16 BO 



Dl 







-.01 



c 


S^ 


<i) 


<s^' 










tri 




^ 


^ 


^ 


Q) 


i^ 


p 


>^ 


O 



NACA ARR No. L5B17 



Fig. 11 



Chordkv/se 
location 
(fraction of c) 
^n 0.7O 
O .60 




-.4 -2 .2 .4 .6 
Li ff coefficient., Cj_ 
Figure //- Lift, atru^, an(/ pitch ing-nioment chorucferisf/cs 
of file NACA l^ll iA//ng moa^ei equipped lA/itf) balanced double 
jfiiit flaps /vvlngr flat-plate sections. Gaps, 0.10 c . ^a ,0] <Sfy 
and Sf, ^0^, 



Fig. 12a 



NACA ARR No. L5B17 



-i-^/^ 







.70 c- 



\ \. IOc 



G- 



.^ 






c§ 



,02 


J 1 ' 






fi. 


1 




























fdeg) 
- -20 




















01 


f&K 




























e>j 

























V 




^1 


fr^ 


M 


^ 


5H 


^. 


















\ 














'"^ 


>=^ 


H 


h 


s^ 






ni 






L 


^ 


U 

























— 


Ul 










^ 


^ 


1 ^ 




















Dd 














1 

20 


^ 


H 


h -. 






D= 


if^ 


P^ 


b 












L 


— 




_h4 


J— 


03 


















































































































































































































tj 






i 


A 


N 


>— <; 


t-*! 


^ 


M 


H 


fc^ 


toFtfc 










J— k 


n 


r^ 


■ 


H-^ 









































da 
(dQ^l 

A-ZO 

O 
U ZO 



.01 







H*TIONAt A6VIS0RY 
COHKlTTtE FOB KROIMUTICS 



-.01 






-12 



■8 -4 4 8 12 16 20 

Angle of of tack , a , c/eg 
(a)Chordiv/se location, O.lOc. 
Figure I2r Rol/ing-andyawjn^-momenf choracfensfics of the right 
setv/span ai/eron on fhe Nf\CI^- ZZIZ 'Min^ rr?odel equipped 
w/fh balanced doub/e sp/// f/aps hov/n^ f /a f -plate sections. 
Gaps, OJOc; 6f^ and <Vz. i^O''. 



NACA ARR No. L5B17 



Fig. 12b 



'.80C' 







\ \l /Oc 






it: 






.03 




















































&0 

(deg) 
-ZO 
















.02 


£ 
































N 


^ 


























01 








^ 


H 


t-^v 


.ji 






























i^ 


^ 


Y~y 


h 


?^ 


^ 


«k 













k 




>— (^ 


V.r' 


> 








r 











k 










r 
\ 




irr^y 


1 


H 


r^ 


M 


n 


H 


>- 


3- 


V- 


D-- 


^ 


S?J 




01 




\ 




























^ 


r- 1- 






























.02 






1, 


H 


H 


\ 


































n 




W 


Y,u 








^ 


3G 


r 




03 














n 




-K 


n 


n 


r 


y 






































































































































































h 


3^ 




DO 


tJ3 








-^ 


^ 


u 


M 


M 


N 


R 


j— JwJ 


H 


SS 


^ 








T^ 

























































-IE 



NATIONAL ADVISORY 
COMMITTEE FOt AEDONAUTICS 



-6 -4 4 8 le 
Angle of attack ,(x, deg . 
(jb) Ct)ora^w/se /oca t ion ,0.80 c. 
Figure /£.- Conc/u(/ec^. 



16 20 



A-ZO 
o 
D 20 










-01 ^ '^ 



Fig. 13 



NACA ARR No. L5B17 




.68 ^ 





\ 




,*<i 


64 


•^ 




f^ 




\ 


60 


^ 




^ 


^6 


,»s 




^ 



-4 -2 .2 .4 .6 
L/ff coefficient ' , ^ 
F/^ure ISrUff, a/ra^, oncf p/fching-women-f c/icrraGfer/shcs of the 
Nf\CA ZZIZ w/n^ moo/el equ/pped with balanced double 
split flaps having f /a/- plaice sections. Gops^, 0.1 Oc. 6q, 0°. 
6fij and 6fi , 60". 



NACA ARR NO. L5B17 



Fig. 14a 



lOc 




C 



Si 



6 
I 

I 



■^ 



A 


-10 


o 





D 


ZQ 



01 


— c 


\ 


















■ 














/ 














So 
(deg) 















01 




^ 


r ''■ 


r^ 




\ 


















1 


\>~ ! 




S — , 


^ 


N 



















V^^ 




X 


S^ 




\~u^i 


n 


p 


^ 




1 


3 








V 


\ 










20 




01 










1 


M 


■h: 




V-{ 


1 


/ 


1 






Vx 


!i 




















r"t 


n 


W 




U 








02 


















M 


M 


w 


^ 


n 




























20 


J 








































































































































































































































k^ 






k. __ 








^ n 


W 










^ 




S^ 


nv 


?:z£F=is?=i^ffi 


=ffe=4* 


M 


fe[fc=i!<U=3a=« 


!?:-i 







































































.0/ 



NATIONAL ADVISORY 
COMHITTEt FN AERONAUTICS 



-.0/ 



^ 
Q) 


o^ 


i 






*^S.. 


8^ 




^ 




ri 


c> 


X 


o 



-/2 



-8-4 4 6 12 16 20 
Angle of attack , a , deg 
(a) Chore/ wise /ocof/on, 0.60c. 
n^ure I 4. -R.ol//n^-anayaw/nff-momeni' characfer/sfics of fhe 
i^/^hf sem/spon o/7eron onf/ie /iMC/\ ZZIZ wing model equipped 
w/ff) bo/c/7cec/ doL/3/e sp//f f/ops having f/af- plate secf/cns 
Gaps^ 0.1 Oc; 6ffj and 6'fi_ , 60° 



Fig. 14b 



NACA ARR No. L5B17 



1 


.08 


o 




•^ 




s 




^ 


01 


v.^ 




o 




-v^ 




c 


(} 


U) 




s 






-.01 


F?> 






-.02 


^ 




o 




c^ 






So 
(deg) 





7^ 


•^ 


■<A 




s~_ 


















J 


K 






i 




















i 




A 


— u 


>-A 


I 




















\r 






r ^ 


-cvJ 


r^ 






>-( 


>-< 


r 










V 


^ 




1 




i 




M 






H). 


L 












a^ 


L 














M 




y^ 


h 




S 


^A 


^ 


Ba 




















n 


r 










































































































































































































^ 


























S 


io 




t 


K 


3 




H 


Um- 




U^ 


H 




ML 


r 


M 






































1 













(dQgJ 

O ^ 
ZO 



NATtONM. ADVISORY 
COMMITTEi fOU «£RON»UTICS 



.01 \ ^ 



-/^ 



■d> -4 4 8 12 
Angle of attack , oc, deg 
Q))Ct)orc/wi^e /oca//on, 0.70c. 
f/^L/re /4. - Conf/nuec/, 



16 20 



NACA ARR No. L5B17 



Fig. 14c 



G- 



c 
Q) 



8 



Q) 

o 






.02 

.01 



-.01 

.oz 




-IB 




A 


fdQ^l 
-ZO 


X 


-10 








O 


10 


D 


zo 



NATIONAL ADVISORY 
COMMITTEE FOD AERONAUTICS 





^ s: 


.01 


5: 




o -^ 





g- m 
idem 




^ S 




> ^ 


-01 


^ Q) 




.C5 Q 




X o 



■8 -4 4 6 12 
Angle of attack , a, deg 
CcJ Chore/wise location, 0.60c , 
FiQure /4.-Concluc/ec/, 



16 20 14 



Fig. 15 



NACA ARR NO. L5B17' 



s^ ^ _/ 



ZO 



le 



/2 

^ 



-/2 




-4 -2 .2 4 .6 
L/ft coeff/ciepf j Ci 
F/^ure I5.-Lifh (i^rag,cfnc/ p/fch/n^-mo/venichorcicfen'sf/cs 
of the /i/^CPi ZZ/2 w/n^/7)0(/e/ equipped with balanced double 
sp/// fJaps having f/of-plofe secl/ons. Gaps,OJSc. 6a^0° 
6f^j ancf d'fi_ , 60 ° 



NACA ARR NO. L5B17 



Fig. 16a 



/\:60' 



~^ 












r/5c 


"^ ir^^ 


"~~"~""^ 


fc^S»i^ 






z?/ 


f/5c 








Qo 










A-ZO 


\y .03 


















































6a 

















1 .oe 




A 


H 


\, 






















n 


zo 


.i 


r 




^ 


f^ 


k 












^ 


n 








^ .01 
8 


c 










N 


y 








/ 












t 












\ 


^ 






1 




{ 












c 
1 -.01 


^ 




H 


\~< 


H 




rA^ 


H 


M 


n 




p-^ 


M 


per 


p 














n 




^ 


K, 




^ 
































t 


^j— * 


i 




















1 












7/? 












#1 












^ 


~~-i 


\^ 


Isr 


, / 


A 














J 














S 


M 


H 


T-H 


3^ 


3=t 


n 


w 


•M 


r 








^ -.03 


















1 
















































































































































/^ 


9- 
















.01 i ^"^ 




C 




\ . 






Lm-c 


^ 


^ 


y>-H^ 


jue 


nEH 


^ 






Vf- 


j\ (^ j\ ifj r 


b^ 


B 


fci-^ 




^ 




<5 p». 




















-/^^ 


;-5 






"=5 


M 






r 






























































CO 


«Min 


FEE FC 


ft AER 


OHAUT 


ICS 



-12 -6 -4 4 8 la te 20 
Angle of at tack, ex., deg 

fa) Chord wise /ocaf/on, 0.60c. 
r/gure 16.- R.0 1 ling- and yawing-nnonnQnf characteristics 
of the right SQmispon aileron on the Nf^Cf\ ZZiZ wing 
modQl equipped with bo/anced doub/e splif flaps having 
flat-plat 6 SQct/ons. Gaps, 0.1 5c. 6f and 6f 60°. 



Fig. 16b 



NACA ARR No. L5B17 



I 



$ 



.03 
.OZ 
.01 


-.01 
-.OZ 
'03 








































J 


^-V 


^ .■ 












(dQs) 

-zo 

p 














^ 


/ 
i 




2- 


H 


k 






























I 


^ 


/ 
















I 


L 


J 


>=< 


X 




V 


r^ 


















I 


>H, 


>-c 


m 


>~< 


>S~\ 


p< 


M^ 1 


? 




r 


n 










N 


\ 








^^ 


n 


r 






\ 


. 












-~i 


Ww 


V-2 


-r 














\ 


































\ 


































(^ 


\ 












?.Q 








^ 


J 










r 


r 


W 


^-J 














; 


^ 


















H 


w 


W 


H-&k 


































r 


































































a 


NATIONAL ADVISOBY 
JMMITTEE F0« AIBONAimCS 






































J^ — c 


f 




k r? 








Z0^\ 




'-L r 


^ r 




\ 




^r^:^^ 


m 




wOw 




I 




















\o 


1 '- 


?J^-^ 











































-12: -6-4 4 8 /^ 16 20 
Angle of at tack, on , dec 
fb)C/iordw/s2 /ocat/on,O^TOc . 
f^/ffure /6.- Conf/nu2d. 



(dQg) 

A-ZO 

o 
D ZO 



.0/ 1^ 

-■0' I 8 



NACA ARR NO. L5B17 



Fig. 16c 



A -go' 



.03 

8 










-12 -8-4 4 8 It 
Angle of attack , (x , deg 

(c) ChordwisQ location, 0.80c, 
FiguFQ 16.- Continued. 



16 £0 Z4 



Fig. 16d 



NACA ARR No. L5B17 



r 












. / 


'*/5c 


"^ /^/^ 


._ 






r 


i/n- j\ 


r/5c 

i ... 


Od 






* .c^t^c 


''\,Of^=0V" 












r« ^ — C 


; » 






6^ 


G^ .03 




/\ 


^--^ 


.— .^ 


^-^ 


-^ 








6o 
(deg) 
-P.O 














fdegJ 
^-ZO 


i 












\ 
































\ 


V 
















o ^ 
















VJ 

> 


!r-^ 


^ 


^ 


r" 


^. 


X 








D ^0 


^ .01 




























\ 


^ 










— C 


s 
















- h 








\ 




^- 








r 


[^ 


^ 


W 


y-l 


\~\ 


>^ 














\ 


^ 




















-' 1 


n 


M 


j-1 


^ 


k^ 


D- 


z^- 


DO 


D 




5 


n 


[ 






































V 






























-p 


3 




\-.0E 




\ 


3 


























?^ 








\ 
























/ 










^ -.03 






\ 










/ 




z 











7 














\^ 


kr 


^~^ 


>-[ 


T 


i 








3H 


-Ir-H 


^ 


3 










-.04 










L 


fl 


rt 


n 


■M 


pH 


_l 


















































~K, ^ 






















^ 


>^ 
















.0, 1 -! 






















^(/-i 


:^ 


n 




:^ 


th 


IQ 


3 




i 

r 


U^^ 


a 


Uq 


^^ 


>-£-^ 


i^ 


D— 


D-1 


D^ 


o^ 


X> 


:> 


n ^ ^ 




















N 


^^~ 


\ 






^ 


^ 


t. 
























-20 A 


r 


;^ 




S 








-f)l ^ ^ 




























CO 


NATI 
HMIT1 


ONAL 
EE FO 


ADV 
« AER 


SOBY 
3N«UT 


cs 



-/^ -5 -4 (9 ^ (5 /£' /6 80 24 
Angle of at tack, Of., deg 

fd)Chordv^ise location , 0.30c . 
FigarQ Id.-ConcludQd . 



NACA ARR NO. L5B17 



Fig. 17 



% 



^1 





-./ 
20 

12 



t 



4 







-4 



-8 



-/2 




A 


(deg) 
60 


D 


90 


o 


1^0 


NATIONAL ADVISORY 
COIMMITTEt F« AEMNAUTICS 



•I 

I 



-.2 .2 .4 
Lift coefficient , 6i 
Figure 17- Lift, drag, and pikhing-momenf ' c/ioracfemtics of 
the i^flCf\ ZZIZ wing model equipped vilfh balanced 
double split flaps having flal-plofe SQcliom. 
Ctiordv^ise location, 0.80c. gaps, 0.20c. 6q , 0^ 



Fig. 18a 



NACA ARR NO. L5B17 



/\-60' 















1 




Cl^^c/^ 




Il3r^- 




\ 












O/I/-^ 


V 4 




.04 






.OC/C 


'V^.-^^" 




A 


'^-^ 






1 






e -02 


L 










N 






























i 


\, 












1 1 




^Q 


I .02 














S 


k 


I 








/ 


Ui 




%) 


















^ 


V-^ 


r 


!r— 1 


r 








A-^^ 


% .01 


















6j 

-zo 

^ 














o 






























u 


^U 




-< 


y-i. 


y-c 


^ 


V-f 


w 


V- f 


k 


—I 
























n^ 


r^ 


u 


r^ 


r1 


p 








I -.01 

1 


c 


\ 












I 


-A 






» 














\ 


h 
































^-.02 




L 


N 




































V 


\ 






























"^-.03 








i 


^u 








^'Z? 


























1 


H 


t-f 


h 






l\ 
















-.04 














1 


fl 


r^ 


y< 


b-^ 


r 


rM 


JU 








.02 






















































20- 


Ni 


-tH 


3^ 


3n 












/ 


^ 


J^=$^ 


W 


^ 


^ 


_P 


r 














y^-^-i-^ 


p^-i=^ 


?^ 


\>A 


y-^ 


^ 


P 


























-^ 


n 




> 




1 




























r 






-01 ^ ^ 





























NAT 
OMMH 


lUNA 
TEE F 


L ADV 


ISOR 
tONALT 


ncs 



-/^ -<9 -4 <? 4 (9 /^ /6 20 
Angle of atfack,(X, deg 
fo) 6f^ and 6f^ , 60°. 
F/'gure 16.- Rolling- and yawing-moment characteristics of 
the right 'Semicpon oiieron on the tJACP\ ZZIZ wing model 
equipped with balanced double •splii f/ap^s having flat- 
platQ sections. Chord wise location, 0.60 c ; gaps, 0. ZOc. 



NACA ARR No. L5B17 



Fig. 18b 



cr 






c 

i 



^ 



K^ -9a 

20c 





(^ if^/^ 


— - 


=]( 


u 


^ 




' 


-.80c- 




1 ] 


w 






^ 


■^ 


03 




{" 


\—L 


y~L 


M 


k 








1 








^ 


k 


















\ 






A 


^ 








oe 
















\ 


\ 


/^ 


t^- 


























h 


n 














01 


















L 


-pn 



















































I 


y-l 




>-< 


H 


M 


W 


\-< 


>-< 


r< 


>-^ 


^ 


H 


p-< 












r 














(? . 


J 






r 






.01 


I 


K 


































\ 


K 






























oe 






^ 


h 






















f 


^ 










K 












2.0 








I 

\ 


03 








f 




\ r 


v-i 


n 


1 












/ 














r 


'^n 


hi 


n 


U 


r^ 


n 


w 


^ 


J 






04 






















































Pi 


T 




















J 


T 










T r 


K!m^ 


p-t 


•n 




p. 






I 




p '- 












n 










'-'~kJ)--(j— o—o— O -o-_? 


Ua 


^ 


^ 


>-( 


bo 


P- 
























f:^ 


N- 


Uv- 
























1 






























N " 

COM 


AIIU 
MITTE 


NAL J 
E FOB 


tDVI5 
AERO» 


AUTIC 


S 



5. 

i^-ZO 
o ^ 



DB 



.01 







<i5 (O 



§5 



^ 



tr,-' 



<vJ 



•5^ 

-01 ^ *^ 



-/<? -5 -^ (9 4 5 //? 
Angle of attack ,<x, deg 
/dJ 6f^ and 6f^,30\ 
r/gure 18- Continued. 



16 ao 



Fig. 18c 



NAGA ARR No. L5B17 






^ 

rv 



cS 



\^-/^0' 




NATIONAL ADVISORY 
COMMITTEE FOB AERONAUTICS 






-/^ 



-S -4 4 8 18 16 
Angle of oHock , a, deg 

(cJ6f^^ and 5^ , /^0\ 
F/gare 18.- Concluded. 



to 



NACA ARR No. L5B17 



Fig. 19 



(deg) 
60 
JZO 




-12 



NATIONAL ADVISORY 
COMMITTEE FM AEDOMAUTICS 



.6 .8 



-.6 -.4 -£ 2 A 
Lift coefficient, C^ 
rigura /3-Lift, drag, and pifching-momo.nf cbaractQnstics of 
tfiQ Nf\Cf^ ^ZIZ wing modQl equipped w/th balanced 
double split flops having flol-plate sections. 
Chord wise local/on, 0.30c ; pops, O.ZOc. 5q, 0° 



Fig. 20a 



NACA ARR No. L5B17 



G^ 









I 

I 







-.05 



-12 -8-4 4 8 12 
Angle of attack, a , deg 
fo) 6f^ and df 60°. 



16 20 



NATION/U. ADVISORY 
COMMITTEE FOR AE(ION*UTICS. 



rigurQ ZOr Rolling- and yaiA/ing-momQnt charactonstics of 
the right ^Qmispan aileron on thQ ///iCfl ZZIZ wing 
model equippQd with balanced double split flops 
haying flat- plate, sactions. Chordi^ise local ion, 0.90c -gaps, 02 Dc. 



NACA ARR No. L5B17 



Fig. 20b 




\u 



■■/2a 















> 










\ 








V, 




.2Uc 




^ ^^c/4 


' 


:jt==^ 


_i 






1 

t 


?^( 




— [ 






•- 


• s. 




/ 


.04 


L 


^ 

\ 




\ J 












A- 




V 




()a 




■"—l 


^ 


^^ 


k. 






vr^ 


A 




^ 


^ 


fdeg) 


^: .03 














i 


M 


L-" 


^ 








A-^(? 






















v_ 






o 


03 

•C5 .02 




























a "" 


zu 








































I -01 






































c 


\ 




































\ 




\ 






W 


H 


ri 


>^ 


>-J 


>-f 


n; 


M 


H 


-, i 


^iD 














n 


n 














J 












^ -.01 

1 






















\ 

























































;§ -.02 














































































•^ '.03 


c 


} 






































\ 




V-x 


T. 
















20 














-.04 






M 


L 


1 ^ 


n 


w 


L| , 






r 


— 












.02 
















r^ 


^^ 


r^ 


<~T1 


gH 


V" 










-.05 






r 


-, J 


Lc 


u 




u^ 


r^ 


f^ 


J — C 


^ 


r 


po 








.6'/ k: ^ 




f^ 


W^- 


n 












(^- 
















Si 


y^ 


Y< 


^ 


n 


p^ 


n 


fM 


^. 


h 


3— < 


Lvi->^ 


DO 






























-^ ^ 


^ 


b 


y- 




^A 






























1 


J 




































CO 


NATI 
MMin 


ONAL 
EE FO 


ADVI 
« AER( 


SORY 
)N»UT 


lU 




7// {>, o 



-/i' -8 -4 4 S /2 16 20 
Angle of attack , oc , a/eg 
fb) df^j and 6f^jZ0° 
FigatQ ZO.- Cone faded. 



Fig. 21 



NACA ARR No, L5B17 



Configuration A 



Configuration B 

© 



Configuration C 

A 



^^ 



I 



3. 



.80c H/^i/=6''° -80c 




\=60° .dOc-^^Js-Sf^- 



60° 



-2.0 



-/.4 -12 -1.0 -8 -.6 -.4 -.£ Z .4 6 

Lift coefficient, C^ 



.8 /.O IZ 1.4 /.6 

N<riONAL ADVISORY 
COMMITTEE FOB UKMUUTICS 



Figure Zl- Lift, drag, and pit ct)/na-monnent cfioroctensf/cs of the NfiCfl ^212. w/ng 
model equipped with botanced s/r?p/e onc( double split flaps having flat- plate 
sections. Cf)ore/iv/se focation, 0.30c. gaps, O.IOc ■ 6q ,0° dfond ^f , 60°. 



NACA ARR NO. L5B17 



Fig. 22a 













c- 










. 






^ 










K/? 




-^1^=^ 




1 




' \:/^t 


Z^'/^" 






<9/1_ 


\^^ 








oc/^T *■! v;'^ 




.04 
















::y- 




A- 












6q 




/ 


r" — ^ 


r — 


^ 


r~ 


^r" 


(deg) 
-ZQ 




'^ 


2^ 








A-ZO 


o- m 




/ 




L 


li 










•■ 


























^ 


/ 


n 


H. 






o t? 


<> 






























□ P.0 


I 


1 
























r 










§ .01 




























dH 




































p 










^ C) 

% ^ 


















U - 


A 




f^ 












t 


r^ 


r^ 


I'— ( 


H 


^-1 


>- 


■y= 


^= 


i 




^ 


P 










^ -01 


















i 
























P. 


n. 




^ 














Si 






















\ 


> 


































^ 
















-.03 




















n^ 


































Y 




















-Dl 














-,/' 


r 






















— [ 


s , 






.^ 


J 






















V 


-.05 


^ 


J-J 


rH 


^ 








-Pi 


0_ 
















.0/ -^ 














2}— 


Ih- 




ih 


Fl- 


fP 


□F 












i^^^iL- 


■^ 


§== 


TV- T^ 




0= 


oe 


R 


u 






oil 
















^ 


A„ 


























A^ 


A 








- 1 § 






























































c 


NAT 
OHMH 


i6na 

rTEE F 


L AD> 

Oa AG 


MNUU 


Y 
TICS 





-/£ -6 



ZO 



-4 i 8 IZ 16 
AnglQ of of tack, 00, deg 
(o) Upper fhp removed) 6f^ , 60' , 
Figure ZZrRd/lng-ond yayy//?g'-momert characferhtic.3 of the 
right semhpan aileron on the NACA ZZIZ m'ng model equipped v^ifh 
bola/?ced single ssp/ii flop hairing flaf-plafe section . Chordivi^e 
Jocafion, 0.30 d gap, 0.10 c. 



Fig. 22b 



NACA ARR No. L5B17 




-/£ -6 -4 



8 12 16 20 



Angle of attack, oc , deg 
(b) Lower f/op remolded; 6f^GJ\ 
Figure 22.- Concluded . 



NATIONAL ADVISORY 
COMMITTEE FOD AERONAUTICS 



NACA ARR No. L5B17 



Fig. 23a 



ChordtvisQ 
location 
[fraction ofc) 
A 0.60 
D .70 




NATIONAL ADVISORY 
COMMITTEE FM AERONAUTICS 



-.8 -6 '4 -2 .2 4 .6 
Lift coeff/c/enf, Ci 
(a) Gapd, 0.0 5' c. 
Hgure Zd-LfFf, drag, and pifching-moment c/ianoicferi^fics 
of the NACA dild wing model equipped mf/i balanced doah/e 
^if flaps hamg Clark Y ^ecfion^. 6q, 0. 6^a/?d6f^, ^ . 



Fig. 23b 



NACA ARR No. L5B17 










^ ^ 



:i^ 

^ 



■^ 
§ 



1 



20 
/6 

/2 

8 

4 



-4 

-8 

-J2 



^. 




/ocof/'o/) 



c 



\^^^2^f,-30' 



^^^/Oc 






location 

(fraction of c) . 

0.60- 





-£ -4 



ChordwisQ 

location 
(fraction ofc) 
A 0.60 
n .70 



I 



rigure 2Jr Concludeo/. 



-.2 .Z A .6 
/L/'ft cosfficient ,C^ 
ft) Gaps, OJOc . 



NATIONAL ADVISORY 
COMMITTEE F(M AERONAUTICS 



NAC'A ARR No. L5B17 



Fig. 24 



C 



-.60c- 



\^^Sf^-30' 




^^ 









^ 



.02 

.0/ 



-.0/ 

















(S^ 
























J.o 






(9- 


















f^ 






r 


^ 




















(^"^WtO 


^ ^ 




!>H 


::>Q 


-^ 




? 




M 


^^H-^ 


r^ 


//? Y^'fy^r^'r-^VT^ 


1 




V 


-\ 


n 




u 


1 1 


b4^ 










r 


>* 


R 




i— <^ 


i — ' 


_i 
























v 


-10 






































































































































































































































































































































































^ 


ri 


w 


^ 


fa^ 


H 


N 


N 


H 




jr 








^ 


^ 




— ^ 


6-K 


X-T 


3^ 


3^ 


^ 






































o 




























































NATIONAL ADVISORY 
COMMITTEE FM AERONAUTICS 



5, 

(dQg) 
^-10 
x-IO 
o <9 
O 10 



t 



^ 

I 

1 



-12 



20 



-8-4 4 8 12 IS 
Ang/e of attack , cr, dpg 
Figure 24rflollir)g'and yowing-moment c/iarocfarj^tics of f/ie 
nghf sQm/spon oi/oron on the /^flCfl 2ZI2 w/ng model 
equipped with ba/onced double ^plif fJops liaving 
Clark V sections. Chordwm location, 0.60c. gaps^OJOc-^ 
5p and 6f, , 30 . 



lU 



\ 



Fig. 25 



NACA ARR NO. L5B17 



ChordwisQ 
location 

(fraction ofcl 

A 0.60 

D .70 




'Z Z 4 .6 
Lift coefficient, ^ 
Figure Z5-Lift drag, and pitching-moment c/)oracter/~sfics of 
the t^f\Cf\ Z2.I2 w/ng model equipped with balanced double 
split flaps having Clark V SQctlons. Gaps, 0.05c. 6q,0 . 
6f^ and & , 60 . 



NACA ARR NO. L5B17 



Fig. 26 



1~- 



•^ 







.03 


























"«, 


f^-60' 






















6a 

-20 

-10 

,0 




1 












.02 






























































01 






I / 






/ 


' 


















^^ ^^ 








/W 




. ^ 


^ 


P 








^5 


\ 







Q 








»S^ 


^s 


yRy 


X 










\" 




r 








^^^^ 


-.0/ 










\ 


20 




\ 
































u IT — ^ 


!*— ^ 


^ 


L^ 


5^ 


^ 






■02 


















H 


k 
























































































































































































































































































































































^M 


a-p 


M 


Lf 


H 


M 


^^^ 


p=-s-c 


^ 


^ 


fe 




V 






























^ 


%@ 


































































































cc 


NAT 
MMIT 


ONAL 
TEE F( 


ADV 
W AER 


SOR^ 
ON«UT 


ICS 



5. 


x-/^ 


o ^ 


o /o 


D 2<9 






^ 



~/2 



20 



-8-4048/2 /S 
Ang/e of attack , a: , d6>g 
Figure 26.-R.ollmg-ond ^awing-momenf ctarocferisf/cs of 
the right SQmispan aileron on fte /V/)C/9 £2/2 w/'ng 
model equipped ^ifh b a /a need double split flaps 
/iGi^/ng Clark V sections. ChordwsQ location, 0. 70c j 
gaps, 0.05c ; 6f and 6f^, 60 . 



Fig. 27 



NACA ARR No. L5B17 






Si 



1 



./ 







-I 



20 



16 



12 



8 



4 



-4 



-8 



-/2 




Chordmse 

location 

(fraction of c) 

A om 

D .70 



NATIONAL ADVISORY 
COMMITTEI FM AEBOXAUTICS 



-.2 .2 A .6 
lift coefficient, Ci 
Figure ZZ-Lift, drag, and pitching- rr)omQnt cAoractaristics 
of the t^f]Cf] 2.ZIZ wing model equipped with balanced 
doub/e spf/f flaps having Clar/< V sections: Oops , O.IOc- 



6n . .^ Sf and Sf , 60°. 



'a 



NACA ARR No. L5B17 



Fig. 28a 



^ 

I 

f 
I 

I 




.Ok 
















-20 
-10 




^ 


/- 


% 


-60° 






1 




























.01 


T XT I 


k 




J 


k /■ 


















^^iNg<_^ 




^-5 


t:^ 


^ 


-' f 


W ' 







>^ 




^^W] 


d 




H 


^ 




f^ 








N 


T^i 









A^ 








-.01 










r""! 




^^ 


1h: 






, r 


r 


















i' 


N 


^^ 






-f^ 


p-L 


J-* 






-.02 
















^ 


u 


H 


k 


































































































































































































































































































NATIONAL ADVISOR 
COMMITTEE FOt AERON/tU 
















































































































i 


^ 


^ 


N 


M 


M 


H 


N 


t&Jtfi^deM 


dy 


k 


























""< 


^ 


5^ 







































5. 

X -10 
o <? 
O 10 



^ II 

-/2 -8-4 4 8/2 IS 20 
A/7ff/^ of attack , a:, d&^ 
(a) Chordwise he a Hon , 0. 60c . 
Figure Z8.- R-ol ling -and yawing-moment characferisttc^ of 
the right semi^pan aileron on the N/\Cf\ ZZIZ wing model 
equipped with balanced double split flops haying Clark V 
^sections. Gaps, O.IOc. 6f^ and 6f^ , 60\ 



Fig. 28b 



NACA ARR No. L5B17 



■I 

I 
I 




^ ^ 



~/2 -8-4048/2 /6 
A/)ff/& af affac/< J cc , c/eff 
fb)Chordwi<sQ iocofion, 0.70c. 
Ffgure E6r Conc/uded. 



NACA ARR No. L5B17 



Fig. 29 



•^ 



•Sf 






5-/ 

16 



^ 
\ 









II 



6 




-4 
-6 
-IZ 



ChonliY/se 

location 
(fraction of c) 
D Q.70 
^ .80 




.68 ^ 



I 



2. A .6 
Lift coQfficient Ci^ 
Figure ZQ-Lift. drag, and pitching-morDQnt characteristics 
of the Nf)CR ZZIZ wing modal equipped w/ft) balanced 
doub/e sp//f flops having Clark Y sections. (?aps,O.ISc. 



6n,0^ . 6-f>.. and St 



'a> 



u 



'fL 



60' 



Fig. 


30a 

^ 

1 
1 

1 

1 


~~' 










/ 










WA 


UA AKK WO. L5 

6^° 






7i^i 


, 


.I5c 








• 






v< 


-/4 




t ,— -J — 


' 










^ 






.03 
.02 
.01 

-.0/ 

-.03 




' 




























Y'ifji =6^ 










A 


"--t 


Y~i 


H 


i— ^ 


^. 
















5. 




L 












\ 




5a 
-2^ 








M 


\ 








L 




















/ 




\ 








-< 




1 










V 




-^ 


p 






i 




o 






^ 


\^ 


U 


Vj 


r^ 


t^ 


L 




K 


H 


H 


rr 


^ 


n 2^ 








s~^ 












1 


r^ 












\ 







































\ 










^'r? 












dq 


i^ 












L 


^ 




Lc 


\ 






"] 






,^ 


jH 
















r 




\ 


H 


p-c 


n 


■K 


r 


J 














































































































































































































































































































^(^ 


u 














rf 




1 










r 




H-r 


U 


H 




Ue* 


p ,1 >^ 








^ 


v^ 


ri 


^i-5-i>^ 




























pV— , 


5? 


f^' 


r 




I > 




































1 \ 
























NATIONAL ADVISORY 
COMMITTU FM AERONAUTICS 



-/2 -8-4 4 8/2 16 20 
>%/^ of attack, ac , deg 
to) Chord wise toe of ion, 0, 70 c. 
ngarQ 30,- flolling-and yav^ing- moment c/ioract eristics 
of the rig/it semi span aiteron on the tt/)Cfi ^Zl^ 
y^ing modQl equipped v^i ft) botariced dout?/e split f taps 
having Ctort< V SQcfions. Qaps, 0.15c. 6f and S^ , 60. 



NACA ARR No. L5B17 



Fig. 30b 



Sf,-eo' 





.04 


V 


,03 


. '^ 




'^ 






M 


s: 




•5ii 




? 


.0/ 


^1 




Q 




Vi 




V 






i 




-12 -8-4048/2 16 20 
Angle of atfack , a: , deg 
(bJ Chord wm location, 0.80 c. 
F/gurQ 30.— ConcludQd. 



Fig. 31 



NACA ARR No. L5B17 






I 



Chordwise . 
location 



J 



-./ 

16 

8 







-l 



-8 




Z A 
Lift coefficient, 

f/^ure 3t-L/ft ,c/ra^ , anc/ p/fch/n^-nooment charactenst/cs 
of fhe A/AC A 2Z/2 win^ moafe/ equipped with ba/anced 
double spt/f f/ops having Ctark V sections. 
Gaps, 0,^0c. 6a, 0^ ; c^^/p^dj , 60° 



NACA ARR No. L5B17 



Fig. 32 



Sf,'60- 



^ 






I 

I 






6^^-60° 




NATIONAL ADVISORY 
COMMITTEE fOK AEHOMAUTICS 



.0/ 



-.01 






-4 4 d /Z /6 
AnglQ of attack, cc, deg 
/v^i/re 3ZrQot//n^-anCyaw/n^-moo7enfG/)oracfer/3tfCS of 
the r/j/)/- 5 em /span a/'/eron on the AtflC/^ ZZ f2 
w/ny model equipped t^/'/Ji ba/ancec/ doub/e 
3p//f f/(7/?a hav/ny C/crk Ysecf/ons. Chore/ wise /oca f /on, 
O.d0c: yap3A2.0c. 6fu0fnd 6/^,60°. 



Fig. 35a 



NACA ARR No. L5B17. 



6f,--60' 




J5c 



I 



i 



04 








































00 

fdegl 
o 
A IZJ 












03 


( 


\ 




















\ 


) 




1 — 












OZ 






\ 


H 


H 
















^ 












01 


i 
























h 


M 


J 






\ 





























r 


N 


K 




























N 


\ 












01 
















\ 


M^v 








NA1 
COMMI 


















|Y 








OZ 




















T^ 


k 


























N 


n 


k 




03 




' 




















N 




P 


























N 


N 


n/ 































NATIONAL ADVISORY 
COMMITTtt FM UBONWTICS 



-30 -ZO -10 10 ZO 30 
f\ilcron def/ecf/on, 6q, deg 
(a) Gaps, 0. /6c. 
f/^ure 3'3rRo///n^-nionierrfcharacfensfiCB offhen^hfsemidpan 
o/Ieror) o/:fhe A/'ACA ZZ/2 i/y in g model equipped i^iffi 
bo/anced doub/e 3p//f f/aps haivin^ Clark Y secHons. Chord- 
tv/se local- ion, 0.70c ; 6f^ and 6f^ , 60". 



NACA ARR No. L5B17 



Fig. 33b 




1 

I 

I 



























































^ 










fdegJ 

o 
Al2J 














\^ 




















'l 


^^ 


L 






















^ 


L 


1 — 




















^ 




























^ 


























c 


vi 


\ 




























K 




























\ 


k 




























1 


k 






NATION 
COMMTIU 




















^ 


\ 




























\ 


\ 


























i 


K 




























t 


^ 




























T 



.04 

.03 

.(?£ 

.01 



-.01 

-.OZ 

-.03 

-.04 

-30 -ZO -10 JO ZO 30 

Ailiron cfef/ecfion, 6g, deg 

(b)Gop3i 0.20 c, 



Fig.. 34a 



NACA ARR No. L5B17 



CJiorcfw/s e , ^ 
'sfaffon "^.-^^ffj-SO 

^YGap 



<^¥^- 




i-Gap 



J 


Unstable 


















[ — ^-^ — 1 
ideg) 

^0 








regions -^ 








rr -< 


*—'~ 


^ 


s 













\ 




y' 




'-^i^ 


IF7 












































\ — 


— > 


fi — 


^y 


y 


C hardwire location, 0.60c • gops,0.05c 




~< 


pF- 






% 






































% 
































































a 


















' 












idea) 
















/ 


/ 


SN 






i 


) 






- 

IP.^ 








5 


^-^ 




NV 






-^ 


):^ 


^ 






/ 
/ 






> 


\ 






A- 








5 

i'-' 

^ 


<B_. 














"^) 


C 1 


J^'^ 






















Chord wise location, 0.60c ; gaps> 0. lOc 


5^ 




































oc 

(deal 








./ 




































/ 


---5 




'^ 


f 


1^ 


c^ 


) 


^ 




- 










> 






/ 




/ 
f 










c 


^-~-- 


^ 


\ 


11^ F 








<i — 


^y 
















_ 




\ 












-.1 




~^ 


>-■' 






Cliordwise location. 0.70c -. aaos. O.IOc 







































-30 -^0 -10 10 BO 30 

Aileron def/ect/on, 6a, deg ,,,„,,, ,,„3,„, 

(q') (5V = (5V -30°. COMMITTEE FOU AERONAUTICS 

f/^ure 34.-l-//n^e-momer?7 character/sf/cd of Me r(^/)f 

^em/3/?a/i o//eron on the A/ AC A Z2./Z w/ny nno^el equ/ppec/ 
wJfh ^a/ar?ce(/ doad/e sp//ff/aps having C/ark Ysecf/ons. 



NACA ARR No. L5B17 



Fig. 34b 



Chordmse 
sfaf/on 



.^S/L 



8f^-60' 



:^Gap 



*Gap 



iSr-^0^ 



.2 
















\ 


' L 








( 


a 

'dei 

d 


7^ 








Unstable 
regions - 


■^l ' 


.-s 


J— 


— c 










p 








J 


J 


— 9^ 




IF. 








X 


\ -^ 


^' 

































/ 


/ 


> 


































y 




























^A 


r 


—I 


^^ 






. Chordwise location, 0.60c \gaps, 0.05c 












Q) p 












































^'^* 


c-~^ 


r% 


(T^ 












a 
(deg) 
y— 






















"^ 


^ 


k 














\ 




/ 










J 


^\ 


:r^ 


k 










1 > 
1 


\ 


1 


















'^ 


<- 




IP.P 










\ 


■> 


















^ 


\ 










I- 




i. 


\ 


■^ C 


J— 


C/iordwise location, 0.60c igaps, O.iOc 




































a 








^ 












•--^ 












-(^ 


deg) 
-0 








./ ' 


^ 


\ 






/ 


/ 


1 






N 


1 










\ 


^) 


- 


— 


y 




1 








N 


^ 




/^^ 











\ 










1 










\ 


\ 










\ 








1 
1 


Ctiordwise location. 0.70c -. qqds. D. IOc 


-./ 




t 


k 






1 




' 'J 1 ' 








-r' 














CON 


•lATIC 
MITTf 


E FOB AEROI 


NAUTK 


■■^ 





'30 -iO -to 10 20 30 
Aileron deflection, Sq, deg 
(b)6f^-Sr^^60\ 
f/yc/re 34-.- Cor?c/U(/ed 



Fig. 35a 



NACA ARR No. L5B17 



.70c 



f CU 



CtOp 



6,^-60 




Gap 

'^6f, - 60' 





.3 


<S^ 




V 


2 


^ 




.^ 




.<5 




5$ 


.1 


Ci 




^ 





> 




§ 




« 




^ 


-1 


c 

^ 


.3 


Q) 




-^ 


.1 



^ 







NATIONAL ADVISORY 
C»«MlTTEE FM AUONAUTICS 





-./ 
.z 



-30 -ZO -/O 10 20 30 
Al/eron deflecfion, 6^, deg 
(o) Chorcli4^/\5€ location, OJOc. 
ngure35rHinge-momQnt characteristics of the right semi- 
span aileron on the /lf]Cfi 2,21 Z wing model equipped with balanced 
double split flops having Clark V sections. Sfy and df^^, 60? 



NACA ARR No. L5B17 



Fig. 35b 



^f..-60' 



I 

I 




.3 

Z 

^ ./ 



-J 

3 

2 

J 



-J 
-I 

-30 -eo -10 10 10 ^ 

Aileron deflech'on, dg, deg 
(b) C/iordm'se locaf/on^ 0.80c. 
r/g/ure J5.- Conc/uded 







^ 


UnstobJe 


rQO/on 






















L 


k 


\ j^ 






















C 


K 


k 




y 


Y 


N. 


























c 


^^ 






T K 

_i)^^ 






(degJ 
- Il.l 


















N 








L 


rt 


L 


^* 


















i 


N 




/ 




1 


N5 




















C 


K 


1 






I 


\i 






















Y 






























Qap^, 0.15c 






v>\ 


\ 


























K 


\ 














^ 




















L 





J 












i 


^J 
















cc 
fdegJ 

- 
/Z.2j 




















^ 


f^ 


L 






























k 




1 


k 




























\ 


^ 




^ 


k 




,^ 
























<s 


^ 




^ 


kJ 


/ 


























c 


H 




4 


{ 




/ 






NATIONAL ADVISORY 
COMMITIEE FOI AEDONAUT 


KS 


















^ 


/ 


































^ 


























Crop^, O.ZOc 




N?N 




























V^. 




































\\ 


^ 










































L 









Fig. 36a 



NACA ARR No. L5B17 



_ Chordwise 
location 



?^^1*--^ 



Tuft 



.ZOC 




Qop 



fSf^Sifa*-^^ 




fO*^ 









Gaps,o.05c GapsAlOc 

Chordn'/se locot/on , 0.60c 

(x,0' <x,l2.2' 









T 



I 



■5 4 1- *"'^ •^ ■^'-S —— 1- »--S z- 

5-T= «i*-^ W^ =r^s _ 






►5 
-5 



-Ai 






-1^^ -> 



->-*-5- 



Gaps,0.05c Gaps,aiOc 

ChordiA/'/se Jocat/on, 0.70c 



(o) 6f^j -6f^ = 30' 



NATIONAL ADVISORY 
COMMITTEE FOB AERONiUTICS 



Figume JGr Tuff Jtudy of f/oH/ conditions aboi^e and 
below the right semi spar) ailervn on the NACA ^^/2. 
mng model equipped i/v/t/i i)a/a/?oec/ doul)/e split flaps 
lna\/ing Claris Y sections. Tufts located at o/leron midspan; 
5 indicates >smooth floiv; R mdicafes rough flow. 



NACA ARR No. L5B17 



Fig. 36b 




9+- 



GapSyO.OSc 



<x,0° a, 12.8' 



Chordkv/se locof/on , 0.60c 
cx,0° oc,/2.2' 



Gaps,OJOc 



-^c 



,/e 



^ 

-^^/e- 









-4_ 



3 

t-^D f 



~^^i. 



Vts- 



T« 






■■¥— 



er — Ae h 



6 

I 









^^- 



3" 






^^ 



n^ 



"Ae- 



}^ 



-^c- 



Gaps,0.05c 



GopSjO./Oc 



-^' 



-U/e 



Gops,o.l5c 



Figure J6.- Concluded 



Chord ty/'se location j 0.7Oc 



NATIONAL ADVISORY 
COMMITTEE FM AERONAUTICS 



Fig. 37 



NACA ARR No. L5B17 






O "1 
■VI 

II 



t 
O 



O •^ 

+1 
II 









I 

















































































































































Gaps 




















/.o 














(f 


'racfion of 


c) 






^ 


s 






















^ O.PO -^. 




^ 


^ 


/ 










£ 
















\ 


• 


7^^^^^ 


v-^ 


























^^ 


^ 


J 


^-^ 


^ 
















.6 












• 




^^' 




--C 


T 




























^ 




w_ 


15 










Gaps 
(fraction of c) 
o 0.05 
A JO 
u .15 
O ZO 


A L 


Y^ 


^ 


-^ 










_ 


10- 


^^ 






/t ^ 










-A 




, 














P I 


p^ 


:^r^ 


^^ 






















X ' 










,-< 


y— 


* 


_ 


05 


-\ 





























-^ 


p— 
































































Flaf-plafe -section flaps 

Clark y section flaps 
























.601 










6^ 


_ 




FO 




J — 










=x>— 






"""■ -- 


-Jj-X 








a 










.5 6^1 


--^ 






• 


r 


T 


^ 


-. 


b= 


^-p^ 




— , 


__^ 


J, 












-- 


"i;:;:^ 




4- 










J 




















.52 

r 










'-i 


r 




r~~ 


b=^ 


' — :;: 


^ 




















■^ 








































.48 


r^~~ 


""" *- 


— 


— - 


— r 


^^ 








^ 




































-.05 

1 


J 






















.44 


































































NATIONAL ADVISORY 
COMMITTEE FOB AERONAUTICS 






An 









































£0 £4 .68 .72 .76 .80 .84 .88 .Si 
Chordivlse location, fraction ofc 

F/ffure 37- Effect of chordwi^e location and gaps on the drag 
coeff/cieni-3 and //?<? aileron effecfii/ene^ss of the tIACA 2.2,11 
wirig model equip /aed witfi ba/ar?ced' dou^/e split flaps hairing 
flat-plate or Clark Y sections. ajO.;df^ and df^, 60. 



UNIVERSITY OF FLORIDA 



31262 08104 999 



' J 



UNIVERSITY OF FLOraOA 
DOCUMENTS DEP«NT 

1 20 MARSTON SCIENCE UBRAHY 
^GSSJ^°"t. 32611-7011 USA